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The Hong Kong high-rise fire shows how difficult it is to evacuate in an emergency

Hong Kong High-Rise Fire: The deadly Hong Kong fire exposes critical challenges in evacuating tall buildings. Learn why stair descent is slower than expected, how human behavior causes delays, and what modern safety features can save lives.

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Hong Kong High-Rise Fire Reveals Why Evacuating Tall Buildings Is So Dangerous
Tommy Wang/Getty

The Hong Kong high-rise fire shows how difficult it is to evacuate in an emergency

Milad Haghani, The University of Melbourne; Erica Kuligowski, RMIT University, and Ruggiero Lovreglio, Te Kunenga ki Pūrehuroa – Massey University

The Hong Kong high-rise fire, which spread across multiple buildings in a large residential complex, has killed dozens, with hundreds reported missing.

The confirmed death toll is now 44, with close to 300 people still unaccounted for and dozens in hospital with serious injuries.

This makes it one of Hong Kong’s deadliest building fires in living memory, and already the worst since the Garley Building fire in 1996.

Although more than 900 people have been reportedly evacuated from the Wang Fuk Court, it’s not clear how many residents remain trapped.

This catastrophic fire – which is thought to have spread from building to building via burning bamboo scaffolding and fanned by strong winds – highlights how difficult it is to evacuate high-rise buildings in an emergency.

When the stakes are highest

Evacuations of high-rises don’t happen every day, but occur often enough. And when they do, the consequences are almost always severe. The stakes are highest in the buildings that are full at predictable times: residential towers at night, office towers in the day.

We’ve seen this in the biggest modern examples, from the World Trade Center in the United States to Grenfell Tower in the United Kingdom.

The patterns repeat: once a fire takes hold, getting thousands of people safely down dozens of storeys becomes a race against time.

But what actually makes evacuating a high-rise building so challenging?

It isn’t just a matter of “getting people out”. It’s a collision between the physical limits of the building and the realities of human behaviour under stress.

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It’s a long way down to safety

The biggest barrier is simply vertical distance. Stairwells are the only reliable escape route in most buildings.

Stair descent in real evacuations is far slower than most people expect. Under controlled or drill conditions people move down at around 0.4–0.7 metres per second. But in an actual emergency, especially in high-rise fires, this can drop sharply.

During 9/11, documented speeds at which survivors went down stairs were often slower than 0.3 m/s. These slow-downs accumulate dramatically over long vertical distances.

Fatigue is a major factor. Prolonged walking significantly reduces the speed of descent. Surveys conducted after incidents confirm that a large majority of high-rise evacuees stop at least once. During the 2010 fire of a high-rise in Shanghai, nearly half of older survivors reported slowing down significantly.

Long stairwells, landings, and the geometry of high-rise stairs all contribute to congestion, especially when flows from multiple floors merge into a single shaft.

Slower movers include older adults, people with physical or mobility issues and groups evacuating together. These reduce the overall pace of descent compared with the speeds typically assumed for able-bodied individuals. This can create bottlenecks. Slow movers are especially relevant in residential buildings, where diverse occupants mean movement speeds vary widely.

Visibility matters too. Experimental studies show that reduced lighting significantly slows down people going down stairs. This suggests that when smoke reduces visibility in real events, movement can slow even further as people hesitate, misjudge steps, or adjust their speed.

Human behaviour can lead to delays

Human behaviour is one of the biggest sources of delay in high-rise evacuations. People rarely act immediately when an alarm sounds. They pause, look for confirmation, check conditions, gather belongings, or coordinate with family members.

These early minutes are consistently some of the costliest when evacuating from tall buildings.

Studies of the World Trade Center evacuations show the more cues people saw – smoke, shaking, noise – the more they sought extra information before moving. That search for meaning adds delay. People talk to colleagues, look outside windows, phone family, or wait for an announcement. Ambiguous cues slow them even further.

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In residential towers, families, neighbours and friend-groups naturally try to evacuate together. Groups tend to form wider steps, or group together in shapes that reduce overall flow. But our research shows when a group moves in a “snake” formation – one behind the other – they travel faster, occupy less space, and allow others to pass more easily.

These patterns matter in high-rise housing, where varied household types and mixed abilities make moving in groups the norm.

Why stairs aren’t enough

As high-rises grow taller and populations age, the old assumption that “everyone can take the stairs” simply no longer holds. A full building evacuation can take too long, and for many residents (older adults, people with mobility limitations, families evacuating together) long stair descents are sometimes impossible.

This is why many countries have turned to refuge floors: fire- and smoke-protected levels built into towers as safe staging points. These can reduce bottlenecks and prevent long queues. They give people somewhere safe to rest, transfer across to a clearer stair, or wait for firefighters. Essentially, they make vertical movement more manageable in buildings where continuous descent isn’t realistic.

Alongside them are evacuation elevators. These are lifts engineered to operate during a fire with pressurised shafts, protected lobbies and backup power. The most efficient evacuations use a mix of stairs and elevators, with ratios adjusted to the building height, density and demographics.

The lesson is clear: high-rise evacuation cannot rely on one tool. Stairs, refuge floors and protected elevators should all be made part of ensuring vertical living is safer.The Conversation

Milad Haghani, Associate Professor and Principal Fellow in Urban Risk and Resilience, The University of Melbourne; Erica Kuligowski, Principal Research Fellow, School of Engineering, RMIT University, and Ruggiero Lovreglio, Professor in Digital Construction and Fire Engineering, Te Kunenga ki Pūrehuroa – Massey University

This article is republished from The Conversation under a Creative Commons license. Read the original article.

STM Daily News is a vibrant news blog dedicated to sharing the brighter side of human experiences. Emphasizing positive, uplifting stories, the site focuses on delivering inspiring, informative, and well-researched content. With a commitment to accurate, fair, and responsible journalism, STM Daily News aims to foster a community of readers passionate about positive change and engaged in meaningful conversations. Join the movement and explore stories that celebrate the positive impacts shaping our world.

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Daily News

Major Construction Begins on Metro’s East San Fernando Valley Light Rail Line

LA Metro has moved the East San Fernando Valley Light Rail Transit Project into major construction. The 6.7-mile Van Nuys Boulevard line will add 11 stations, connect with the G Line and regional rail services, and is now targeted for completion in early 2032.

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After years of utility relocation and planning, LA Metro is moving into major construction on a new rail line along Van Nuys Boulevard. The milestone also comes with a revised early-2032 completion target.

Major construction is beginning on LA Metro’s 6.7-mile East San Fernando Valley light-rail line, which is targeted for completion in early 2032.
AI rendering depicting East San Fernando Valley LRT construction in the center of Van Nuys Boulevard. By: Daily News Staff

LA Metro has officially marked the beginning of major construction on the East San Fernando Valley Light Rail Transit Project, moving one of the region’s most important rail projects from preparatory work into full-scale construction.

Metro held a groundbreaking ceremony on October 19, 2026, for the 6.7-mile line, which will run along Van Nuys Boulevard from the G Line busway north to San Fernando Road in Pacoima. The project will add 11 light-rail stations serving Van Nuys, Panorama City, Arleta and Pacoima.

https://stmdailynews.com/la-metro-locks-in-vermont-brt-funding-as-world-cup-results-point-toward-2028/

This was not the project’s first groundbreaking. Metro held an earlier ceremony in December 2022 when crews began relocating utility infrastructure. The new milestone is more consequential for riders: the major-construction phase covers the guideway, stations, traction-power substations, rail systems and a maintenance and storage facility.

From utility work to a new rail corridor

The project has spent several years in utility relocation, property acquisition, design and other early work. Metro’s current construction timeline shows major work continuing from 2026 through 2032, with phased traffic changes and K-rail installations expected along Van Nuys Boulevard.

When completed, trains are expected to operate every seven to 10 minutes during peak periods. The line will connect directly with the G Line and provide access to the Van Nuys Metrolink and Amtrak station. It is also expected to become an important transfer point for the future Sepulveda Transit Corridor and a planned Metrolink station in Pacoima.

The corridor already has a substantial transit market. Metro reported that bus Lines 233 and 761, which serve Van Nuys Boulevard, recorded nearly 20,000 boardings in September 2026. The agency also says approximately 19 percent of households in the project area lack access to a car, compared with about 8 percent countywide.

Those figures help explain why this project matters beyond its construction footprint. It is intended to give residents in some of the Valley’s most transit-dependent communities more reliable access to jobs, schools, healthcare and the wider regional transit network.

The opening target has moved to 2032

Metro’s current project page lists an estimated completion date of early 2032. That is later than the 2031 opening forecast the agency publicized when it celebrated an $893-million federal grant in September 2024. Earlier plans were more optimistic still: when utility work began in 2022, Metro said the first segment could open between 2028 and 2030.

The project’s financial scale has also grown clearer. In May 2026, the Metro Board established a life-of-project budget of approximately $3.999 billion and authorized the next phase of its progressive design-build contract with San Fernando Transit Constructors, a joint venture of Skanska and Stacy and Witbeck.

That authorization increased the construction contract’s value to roughly $2.431 billion. Funding for the larger project combines federal, state and local sources, including revenue from Los Angeles County’s Measure M transportation sales tax.

Rail returns to Van Nuys Boulevard

The East San Fernando Valley line will restore passenger rail to Van Nuys Boulevard for the first time since Pacific Electric ended streetcar service there in 1952. It will also become the first major new Metro rail project in the San Fernando Valley since the subway reached North Hollywood in 2000.

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The historical parallel is significant. Van Nuys Boulevard once developed around electric railway service before the region shifted heavily toward automobiles and buses. Metro is now rebuilding rail in the same broad corridor, but as part of a modern network designed to connect local riders with bus rapid transit, regional rail and future high-capacity projects.

The current project ends in Pacoima. Metro continues to study a separate 2.5-mile northern extension that would reach the Sylmar/San Fernando Metrolink station. That extension is not included in the segment now entering major construction.

For riders, the October groundbreaking does not mean trains are imminent. Several years of disruptive and technically complex work remain, and the schedule has already moved beyond earlier forecasts. Still, it represents a tangible transition: the East San Fernando Valley line is no longer primarily a planning exercise or utility-relocation program. Metro has begun building the infrastructure that will carry trains.

That makes this a major step in Los Angeles County’s long effort to restore frequent rail transit to communities that lost it generations ago—and another chapter in The Long Track Back.

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This article is part of The Long Track Back, STM Daily News’ continuing coverage of how Los Angeles is rebuilding and expanding a passenger-rail network after decades of automobile-centered grow

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City

Santa Monica Pier Sign Heads to Las Vegas for Historic Restoration

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For generations, the Santa Monica Pier sign has marked the start of a day at the beach. Now, the familiar blue neon landmark is preparing for a journey of its own.

Santa Monica Pier sign is heading to Las Vegas for restoration during bridge replacement. Find out why it’s leaving and when it will return.
A harbor entrance sign of in Santa Monica Pier California

Santa Monica scheduled removal of the 1941 sign for October 20–22, with shipment to Las Vegas anticipated October 26. The timetable is subject to change, according to the city’s October 19 announcement.

The temporary removal accompanies replacement of the aging bridge connecting Ocean Avenue to the pier. It also creates an opportunity to preserve the historic sign.

https://stmdailynews.com/la-metro-locks-in-vermont-brt-funding-as-world-cup-results-point-toward-2028/

YESCO will restore it at its Las Vegas facility. The company’s experience includes work on the “Welcome to Fabulous Las Vegas” sign.

Crews will repair neon tubing, treat rust, repaint components and address structural needs while retaining historic features. The sign will remain in secure storage during bridge construction.

Once the project is finished, it will return above the new bridge at a slightly greater height for visibility and vehicle clearance. The city’s latest announcement targets project completion by 2028, ahead of the Los Angeles Olympics and Paralympics.

Meanwhile, visitors can photograph a lighted, half-scale replica near Pier Burger.

For anyone who associates that glowing arch with Southern California memories, its absence will be noticeable. The restoration is intended to ensure future generations can make memories beneath it, too.

Source: City of Santa Monica — October 19, 2026 announcement

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Automotive

Slate Truck Gets Real: First Experience Center Opens Ahead of Planned Deliveries

Slate Auto’s first permanent Experience Center gives consumers an up-close look at its customizable electric truck ahead of planned customer deliveries.

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Slate Auto’s new Chicago location gives prospective buyers a permanent place to see the minimalist electric pickup, explore customization options and learn about demo opportunities—but it is not yet proof that customer deliveries have begun.

CHICAGO — October 20, 2026 — The Slate Truck is moving out of computer renderings and temporary roadshow stops and into a permanent retail setting. Slate Auto opened its first Experience Center on October 15 at 1053 W. Grand Avenue in Chicago, giving consumers a year-round location to get an up-close look at the company’s highly anticipated electric pickup.

Slate Auto’s first permanent Experience Center gives consumers an up-close look at its customizable electric truck ahead of planned customer deliveries.

The Near West Side facility occupies a former Tesla location and includes showroom, retail and garage space, along with electric-vehicle charging infrastructure. For Slate, the opening represents an important step in turning strong online interest into a more tangible buying experience as the startup works toward launching its first vehicle.

Visitors can examine the truck’s compact dimensions, deliberately simple cabin and accessory-driven design in person. The center also showcases Slate’s personalization strategy, including exterior wraps, add-on accessories and digital design tools intended to let owners configure the truck around their needs.

https://stmdailynews.com/jeep-goes-back-to-1945-with-the-2027-wrangler-jl-2a/

Slate has also promoted demonstration opportunities connected with the location, although availability may be limited or appointment-based as the company continues to prepare its fleet. Early media access included passenger rides rather than unrestricted customer test drives, so prospective visitors should confirm current availability before making a special trip.

Why the Chicago opening matters

Until now, most consumers have encountered the Slate Truck through online reservations, media coverage or temporary appearances. A permanent showroom gives buyers a chance to judge details that are difficult to evaluate on a screen, including seating position, bed access, cabin materials and the overall size of the vehicle.

That is especially important for a product built around an unconventional value proposition. Slate is promoting a basic two-seat, two-door electric truck with manual crank windows and no factory-installed infotainment screen or stereo. The company’s strategy is to keep the starting price low and let buyers add features later through accessories and conversion kits.

The physical location also gives Slate a place to explain that approach directly. Rather than presenting the truck as an unfinished vehicle, the company can demonstrate how its modular accessories, wraps and planned SUV-style conversion components are meant to expand the vehicle’s usefulness over time.

Chicago is a logical first market for that effort. The city offers access to a large Midwestern customer base and is within the broader region of Slate’s planned manufacturing operation in Warsaw, Indiana. Reusing a former Tesla store also gives the startup a space already suited to displaying and servicing electric vehicles.

The roadshow continues beyond Chicago

The Experience Center is opening as Slate expands its public demonstration schedule. The company’s events calendar lists a Boston-area demo ride event from October 21 through October 25 at The Shops at Chestnut Hill, followed by an appearance at RADwood in Alameda, California, on October 24 and a New Jersey demo ride event in Freehold from October 28 through October 31.

Slate also lists future stops in Washington, D.C., Raleigh, Atlanta, Miami and Orlando. Together, the permanent Chicago center and the traveling events suggest the company is moving into a broader customer-education phase ahead of planned deliveries.

What has—and has not—changed

The showroom opening does not change Slate’s headline pricing or range claims. The truck is still advertised with a base price of $24,950 before taxes, registration and destination charges. With the currently listed $1,450 destination fee, the entry price would be approximately $26,400 before other costs or optional equipment.

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Slate also continues to advertise an estimated range of up to 205 miles. That figure remains an estimate rather than a final EPA-certified rating.

Most importantly, Slate has not publicly confirmed that regular customer production has started or that the first retail deliveries have occurred. Limited deliveries have been reported as possible before the end of December 2026, while many reservation holders may receive later delivery windows in 2027. The Chicago opening is therefore a commercialization milestone, not a manufacturing milestone.

For customers and industry observers, the next major signals will be the start of production at the Warsaw factory, final specifications and EPA range ratings, and confirmed handoffs to paying buyers.

The bottom line

Slate Auto now has a permanent place where consumers can see and evaluate its unusually simple electric truck. That makes the product feel more real and gives the company a platform to explain a customization-heavy business model that may be unfamiliar to traditional truck buyers.

Still, the biggest questions remain unanswered. Opening a showroom demonstrates progress in marketing and customer engagement; producing vehicles at scale, holding the promised price and delivering a 205-mile truck to reservation holders will determine whether Slate can convert enthusiasm into a viable automotive business.

Sources and more information

Category: Consumer Corner / Automotive

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